Freight-handling apparatus



Jan, 2

W. C. BRINTON FREIGHT HANDLING APPARATUS 4 Sheets-Sheet 1 Filed May 5,1920 x Z w 7 Mi e 5 1; M 7 i i .fi/w M 3 W6 V PH A 3331:; 61mm,

A w. c. BRINTON FREIGHT HANDLING APPARATUS Filed y 1920 4 Sheets-Sheet 2Jan, 27,

W. C. BRINTON FREI GHT HANDLI NG APPARATUS Fi y 5 1920 4 Sheets-Sheet 4c1 from 1 01 Patented Jan. 27, 1925.

UNITED STATES WILLARD C. BRINTCN, OF NEW YORK, N. Y.

FREIGHT-HANDLING APPARATUS.

Application filed May 5,

T 0 all whom it may concern.

Be it known that I, WILLARD C. BRINTON, a citizen of the United Statesof America, and a resident of New York, city, county, and State of NewvYork, have invented certain new and useful Improvements inFreight-Handling Apparatus, of which the following is a specification.

This invention has for its. general objects the provision of simple andpractical apparatus for handling freight, both in warehouses and thelike, and on the road.

A special feature of the invention is a carrier platform which isdctachably engageable with the motor truck of the apparatus and whichembodies numerous novel points of construction, arrangement and relation of parts, and which in articular is so designed that it isreversi ly engageable end for end with respect to the motor truck, andis so constructed that the thrust exerted by the lifting jacks of thetruck will be distributed throughout the platform regardless of thedisposition of the load on *the platform.

Another feature of the invention relates to the short-turning gear ofthe truck enabling it to round sharp corners or to enter restrictedplaces for instance for the purpose -of getting beneath a loadedplatform which it may have been necessary to load in a relativelyunhandy or inconvenient position.

Another feature is the provision of elastic. bumper mechanism betweenthe truck body and platform and which will absorb the shock and preventinjury to the parts when the truck is run into position beneath a loadedplatform.

Other features relate to details in the construction. of the platformincluding the manner in which it is braced and supported, and the meanswhich enables an unloaded or. lightly loaded platform to be trundledabout, and which means, however, does not destroy the normal immobilityof "the 'platform when, for instance, it is being loaded and it isdesirable that it shall stand firmly in place.

Various other features of the invention will appear as the specificationproceeds and will be more fully understood from a consideration of, theaccompanying drawings forming a. part of the specification, and in 1920.Serial No. 378,990.

which I have illustrated the invention embodied in several differentcommercial forms.

In the drawings referred to:

Figure 1 is a side view of a form of the apparatus designed particularlyfor use in warehouses and the like.

Figure 2 is a plan and more or less diagrammatic view illustratingparticularly the short-turn feature of the apparatus.

Figure 3 is an end view of one of the carrier platforms.

Figures 4 and 5 are side and end views respectively of one of theplatforms in the loading position supported on its own legs.

Figure 6 is a. side View of a longer base platform.

Figure 7 is a side elevation. illustrative of a modification of thislonger base platform.

Figure 8 is a. side View of the invention as embodied in a road vehiclefor long haul work.

Figure 9 is an end View of the loading platform in this lastconstruction, and which has the form of a closed compartment or vanbody.

Figures 10, 11 and 12 illustrate the part-q of one form of interposedshock absorber or cushioning mechanism.

Figure. 13 is a vertical sectional view of the same.

Figures 1d and 15 are enlarged plan and side views respectively of oneof the carrier platforms, drawn particularly to illustrate the method ofbracing and distrihuain the load supported thereby.

l igures 1G and 17 are end and vertical sectional views respectivelyillustrating the I connection between the supporting legs and the crossstruts or beams.

Figures 18, 19 and 20 are broken detail views partly in sectionillustrating a form of ball caster construction as a substitute for thewheel casters provided at one end of the platform in the firstconstructions shown.

In the warehouse type of apparatus disclosed particularly in Figures 1and 2, the motor truck 25 is made with a relatively short Wheel base andis equipped with four supporting wheels 26, all motor driven andarranged to swing in pairs as clearly shown in Figure 2.

These motor wheels may be of the type disclosed in my formerapplications, partrol of which is here represented'by the hand wheel 29,in such a way t at when the front wheels are turned at one angle,

the rear wheels will be turned at the reverse angle. This produces theresult depicted in Figure 2, which makes it possible to swing the truckin a very sma negotiate sharp and restricted corners. The connectionsfrom the steering wheel are not illustrated in the present case, but maybe similar to the ones disclosed in the applicaso located as to formseats-or bearin have shown M37 in tion referred to and arranged'to swingthe front and rear motor driven wheels at opposite angles. 1

The truck illustrated is provided with an end wall or dash 30, with anoperators platform 31 and with suitable controller mechanism 32. I

The carrier platform which forms the demountable body of the apparatusis preferably constructed as illustrated particularly in Figures 14 and15, with longitudinal side beams or sills. 33 carryinga suitableflooring and connected at intervals 'by the cross beams or struts 34. I

For the cross beams I prefer to use channel irons, as illustrated. Thesebeams gare or the lungers 35 of the elevatingF'ac s 36 of t e truck (seeparticularly igures 1 and 8) and they are connected with the side sillsin such a way as .to distribute the load substantially equally over theplatform. The cross channels 34 may be connected with the side sills bythrou h bolts, such as I Figures 14 and 15.

This method of fastening is particularly applicable to certain of theintermediate and end channels, as illustrated in these views,

but others of the cross channels are secured to the sills through theintermediacy of the supporting feet.

" and further, in that they areconstructed gage the supportinrakes,-preventing s 'fting of the platform of channel iron; Also', thefeet atone end of the-platform arepreferably formed with substantiallyflat shoes to frictionally enstructure' and form during ading, while thefeet at the opposite end are provided-with ,wheels or.

casters, enabling the platform, when empty 1 space and 'to- Thesesupporting feet or legs are of novel- 7 construction, in that they aremade .in'the form of trusses. or arches connected at their ends with thesidesills and cross beams,

' or lightly loaded, to be lifted at the other end and be pushedabout'to suit special requirements. I

The feet for the fixed end of the truck are shown in Figures 14 and 15as each constructed from a single length of channel iron, havingdownwardly convergent straight side portions 38 and 39, a relativelyshort fiat connecting portion 40 forming a bearin foot and brake, theside portion 38-receiv1ng the end of the side sill 33 and being securedthereto by through bolts 41 and the other side portion 39 having a partof the back 42 cut out from between the sides thereof and bent under tosupport the lower edge of the sill, the separated side portions of thechannel being bolted over the sides of the sill by fastenings 43. Inconstructing the truss, the side sills of the channel are simply notchedat the points 44, said notches being closed up as indicated when theside portions 38 and 39 are bent back with respect to the foot portion40.

Connection is made between the leg trusses and the cross braces bybendin portions 45 of the side wallsof the c annel members 38 and 39 atthe upper ends thereof over into the ends of the channels in the crossbraces (see also Figure 16), and then welding such bent-over portionsintegrally to the cross channels. This construction thus provides arigid tie between the gross braces, the sills and the supporting eet.

The feet for the opposite end of the plat- 100 form are shown assimilarly constructed and connected with the side sills and crosschannels, but in the form first illustrated, as having the inclinedsides thereof connected by separately formed connecting ele- 105 ments46 provided with bearings for the rollers or casters 47. i In Figures18, 19 and 20 I have illustrated a form of ball-caster, comprising asudporting ball 48 backed up by hearing balls 110 49 seating in a socketformed in a casting 50 secured by suitable fastenings 51 to the bottomor connecting portion 40 of one of the trusses, said trusses being, inthis instance, similar to the ones provided for the 115 stationary endof the platform, except for the fact that the connecting part 40,instead-of acting as a brake shoe, is provided withan opening 52therethrough, through which the supporting ball projects. A furtherfeature of this caster is that the bearin balls are secured in theirseat by a confining plate or washer 53 seating in a recess 54' in thelower face of the block" or casting 50 and confined by said blockagainst v disposed below the platform at.

' can be engaged beyond the 'sup center of the ball, so as to confinethe supporting ball in its socket.

The form of caster construction just described is practicallyfrictionless and is particularly advantageous in that it enable themaking of the supporting feet all alike and simply securing the castersin those feet which are to be applied to the movable end of theplatform. In order that the carrier platforms and trucks may beassembled in either end to end relation, I have spaced the crosschannels 34 in such a way as to cause them to stand in line with theelevator plungers, no matter which end of the platform the transportingtruck is run under.

The simplest illustration of this idea is given in Figure 1, wherein,the line A rep resents the distance between the elevator plungers and inwhich it will be seen that the distance A between the cross channel 34at one end of the platform and the cross channel 34 which 1s locatedinward from the opposite end of the platform is equal and corresponds tothe distance'A between the cross channel 34' at said opposite end of thelatform and the cross channel 34 inwar from the first end of theplatform. Thus, no matter under which end of the platform the truck isshifted one of the end cross channels and one of the intermediate crosschannels will stand in position to be engaged by and to receive thethrust of the elevating acks. This means that the trucks beneath eitherend of a platform, to suit circumstances, and also that, in eitherrelation of the parts, the strain will be distributed substantiallyequally and without rackingor twisting the platform because oflocalization of the weight thereon.

The platform shown in Figures 4 and 5 is similar to the one justdescribed, except that it is provided at the wheeled end thereof with aplatform extension or overhang 55, correspondinggin length to the lengthof the extending beyond the supportin cross channel 34 near the op ositeend of the platform. -The distance between the cross channels 34 and 34corresponds to the distance thus marked in Figure 1, and as theprojection ofthe platform orted cross channels is equal at. opposite ens of the platform, the platform may be reversibly su ported on the truckand the same crow c annels in each instance will be engaged by thelifting tlacks.

The carrier platform may be long ened and otherwise modified so long asthis relation of the spacing of the cross channels at the opposite endsof the platform is mamtained. Thus, in the lengthened platform shown inFigure 6, an additional cross channel 34 is interposed between the legenga (1 channels and the spacing A between t is channel and channel 34corresponds to the the spacing A between cross channels for engagementwith the lifting jacks, the spacing A between the other cross channels34 and 34 being reserved for the engagement of said cross 0 iannels withthe jacks in the reverse relation of the latform.

In Figure 8 I have s IOWII how the invention may be applied to acommercial form of motor driven road vehicle 56, the same bein equippedwith lifting jacks 36 and the platform, in thistinstance, being in theform of aclosed van 57. In this construction, also, the same relation ofthe cross sills is retained, the distances A and A porting crosschannels being equal so that the truck and the platform may berelatively reversed.

It is important that the truck should be fully entered beneath theplatform, so as to insure the registry of the lifting jacks with thecross beams. This is usually accomplished by running in the truck underthe platform as far as it will go, or until the head-board or dashbrings up against the adjacent end of the platform. With a heavilyloaded platform and a relatively heavy truck, the engagement of theseparts is liable to be quite forceful and might be such as to injure oneor the other of these members. To prevent this, I have inter )osed ashock absorber consisting in the drst form, as shown in Figure 8, ofreversely bent hair pin springs 58 attached to the back of the cab orheadboard with free vertically in position to be engaged by the adjacentend of the platform, said free spring ends being of sufficient verticalextent to allow for the vertical adjustment of the van with respect tothe truck body.

The shock absorber also may be constructed as shown in Figures 10 to 13,wherein, 59 designates a base member stance, on the truck frame or backof the cab and chambered to receive a block 60 of rubber or othersuitable cushioning material and which is covered by a ard 61.

This guard may be made of eavy sheet metal and is shown as provided atits inner lower cornelrs lzvitiiflllugs 62 which lcan be engagedin ac oeoutstandmg' u 63 at the. forward lower edges of the bas u 59, afterwhich the cover may be rocked back on the lugs 62 and armsextendingsecured, for in:

between the sup- 63 as a hinge, the out- 0 standing lugs 64 at the upperforward edges of the base spreading the sides of the cover apart as thesame is thus forced back and this presents no especial difficulties withthe present invention, because the truck can be manipulated and turnedin such small compass as toenable its being engaged beneath the loadedplatform under practically any conditions ordinarily encountered.

'What I claim is:

1. In' combination, a motor truck provided with lifting acks and anindependent carrier platform having side sills and cross beams connectedwith said side sills and positioned to be engaged by the lifting jacksof the truck.

2. In combination, a' motor truck provided with lifting jacks and anindependent carrier platform having side sills and cross beams connectedwith said side sills and positioned to be engaged by the lifting jacksof the truck in either end to end relation of the truck and carrierplatform.

In combination, a motor truck provided with lifting jacks, a carrierplatform having side sills and cross beams connected with said sidesills and positioned to be engagedby the lifting jacks of the truck andsupporting feet for the platform having portions secured to the sidesills and cross beams to tie the same together.

4-. In apparatus of the character described, a motor truck provided withlifting jacks and an independent carrier platform having transversesupports spaced to be engaged by the lifting jacks irrespective of theend of the platform under which the truck enters.

5. In combination with a truck provided with lifting jacks, a carrierplatform provided with feet for supporting the same independently of thetruck and having trans- ",rse beams positioned to be engaged by thelifting jacks in either end to end relation of the truck and platform.

6. In combination,,a truck and a carrier platform provided with feet forsupporting form having transverse thrust receiving members arranged inpairs spaced in accordance with the spacing of the lifting jacks andwith said pairs spaced equal distances from opposite ends of theplatform whereby said truck and platform may be reversibly related endfor end.

S. In freight handling apparatus, a motor truck provided with liftinjacks spaced in definite relation and an independent carrier platformhaving transverse channels spaced in accordance with the spacing of thelifting jacks to form seats therefor.

9. In combination, a truck having an upright end wall or dash, liftingjacks spaced longitudinally on the truck from the end wall and a carrierplatform having side sills and transverse beams, the beams being spacedfrom one end of the truck distances corresponding to the spacing of thejacks from the truck end wall.

10. In combination, a truck having an upright end wall or dash, liftingjacks spaced longitudinally on the truck from the end wall and a carrierplatform having side sills and transverse beams, the beams being spacedfrom each end of the truck distances corresponding to the spacing of thejacks from the truck end wall.

11. In combination, a truck having an upright abutment, lifting jacksspaced longitudinally on the truck from the abutment and a carrierplatform having side sills and transverse beams, the beams being spacedfrom each end of the truck distances corresponding to the spacing of thejacks from the truck abutment.

12. In combination, a truck having an upright resilient abutment,lifting jacks spaced longitudinally on the truck from the abutment and acarrier platform having side sills and transverse beams, the beams beingspaced from each end of the truck distances corresponding to the spacingof the jacks from the truck abutment.

In witness whereof, I have hereunto set my hand this 16th da of April,1920.

WILLA D C. BRINTON.

